Elevator system



June 24, 1930. D. L LvlNDQulsT ET AL 1,767.89]

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ELEVATOR SYSTEM original Filed Feb. 3, 1925 15 sheets-sheet 2 A vllllllllll .r lill!) Il Il. b f lk INVENTRS Kol C. L12/maw v. E mn 0 T T A June 24, 1930. D .LxNDQUls-r Er AL ELEVATOR SYSTEM Original Filed Feb. 3, 1925 15 Sheets-Sheet 3 mmm June 24, 1930.

D. L. LINDQUIST ET Al- ELEVATOR SYSTEM 15 Sheets-Sheet 4 Original Filed Feb. 3, ,1925

INVENTOR C. LM

ATTORNEY June 24, 1930. D. L. LINDQUls-r ET AL ELEVATOR SYSTEM original Filed Feb. 5, 1925 15 Sneets'sheet 5v www N MN .mm

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NL www@ INVENTOIS v E N R o n A June 24, 1930v` D. L. LINDQUlsT ET AL` 1,767,891

ELEVATOR SYS TEM original Filed Feb. 3. 1925 15 sheets-sheet 6 INVINTORS June 24, 1930. D, lNDQUlsT Er AL 1,767,891

ELEVATOR SYSTEM v Original Filed Feb. 3. 1925 15 Sheets-Sheet 7 Arron In June 24, 1930. D, LlNDQUlsT ET AL 1,767,891

ELEVATOR SYSTEM Original Filed Feb. 3, 1925 l5 Sheets-Sheet B BY Sm nronnzv I `une 24, 1930. D, L LlNDQUls-r Er AL y1,767,891

ELEVATOR SYSTEM Original Filed Feb. 3. 1925 y 15 Sheets-Sheet 9 esq 352 ATTORNEY June 24, 1930, D. L. LINDQulsT Er AL 1,767,891

ELEvAToR SYSTEM Original Filed Feb. 3. 1925. 15 Sheets-Sheet 10 70 FLOOR Q 1 0 CWM Amma/41m Con/ucr:

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BY ""w m ATTORNEY June 24, 1930 D. l.. LINDQUl'sT Er ALy 1,767,891

ELEVATOR SYSTEM v Origna Filed Feb. 3, 1925 v15 Sheets-Sheet 13 50 itc/57 d R25? 661; 77 was' Jzaa mi, T263 269 56.52 j C'L ATTO R N EY June 24, 1930' D. L. LINDQUlsT ET AL ELEVATOR SYSTEM Original lFiled Feb. 3, 1925 l5 Sheets-Sheet 14 .Sauron Macu/NE .SeLecrvR MAcH/NE lELA/.171W N22 INVENTORS C, Lm

ATTORN EY June 24, 1930, D. L. LINDQulsT Er A'.I 1,767,891

ELEVATOR SYSTEM original 'Filed Feb. 5. 1925 15 sheets-sheet 15 MIM LAM /afvv- C. LMM

Patented June 24, 1930 uNrraDy STATES PATENT OFFICE DAVID L. LINDQUIST, F HARTSDALE, NEW YORK, EDWARD NEW JERSEY, AND DAVID C. LARSON,

L. DUNN, 0F MONTC'LAIB, OF YONKERS, NEW YORK, ASSIGNORS '10 OIIS ELEVATOR COMPANY, OF JERSEY CITY, NEW JERSEY, A CORPORATION OF NEW JERSEY ELEVATOR SYSTEM Original application led lFebruary `3, 1925, Serial No. 6,561. Divided and this application tiled October 9, 1925, serial No. 61,474.A

f single elevator car or with abank of elevator CalS.

One feature of the invention is to have the starting of an elevator car under the control of an operator, withthe stopping of the car, to pick up respective passengers, under the control ci) the passengers themselves, without further act of the operator.

Another feature is to have the car stop to discharge passengers at floors selected by the operator, the stopping operation being automatic.

A third feature involves the stopping of only one car of a bank of elevators at a landing in response to the pushing of a button by a prospective passenger.

A fourth feature resides in automatically signalling the approach of a car about t0 stop at a landing, when the stop'is caused by a prospective passenger, Without signalling the approach when the stop is caused by the operator. f v l Other lfeatures and advantages will be-t come apparent from the following description, taken in connection with the accompanying drawings wherein one embodiment of the invention is illustrated and in which:

Figure 1 is a simplified schematic representation of two elevators, as illustrative of group of elevators in a bank; `Figure 2 is a front elevation of the car operating box; n

Figure 3 is a similar View with the cover plates removed; y

Figure 4 is a' view in vertical section taken along the line 4-4 of Figure 2;

F igurc 5 is a view in horizontal section taken along the line 5 5 of Figure 2;

Figure 6 is a view of the car push button switches with parts shown in section;

Figure 7 is a view taken along the line 7-7 of Figure 6;

Renewed January 8, 1930.

Figure 8 is a front elevation of the direcl tor switch, with the cover plate removed;

Figure 9 is a view, partly in elevation and partly in section, along line 9 9 of Figure 8;

Figure 10 is a view in horizontal section taken along the line l0-10 of Figure 8;

Figure 11 is a side elevation, with parts broken away, of the selector machine;

Figure 12 is a'plan view of the same;

Figure 13 is a front elevation of the same, with parts omitted to emphasize particularly the slow-down and stop mechanism;

Figure 14 is a view in horizontal section taken along the line 111-14 of Figure 11; f Figure 15 is a detail of the brush magnet and stop brushes taken along line 15--15 of Figure 14, showing the position of the brushes relative to their contacts when the brush magnet is not energized; t

vFigure 16 is a similar view but with the brush magnet energized;

Figure 17 is a detail of the signal brushes and their contacts taken along line 17-17 of Figure 14;

' Figure 18 is a face view ofthe stationary contacts showing their arrangement in the selector machine Figure 19 is a detail taken along the line 19-19 of Figure 18;

Figure 20 is a similar detail taken along the line 20-20 of Figure 18;

Figure 21 is a detail in plan of one type of brush used in the selector machine;

Figure 22 is a section, with parts in elevation, along line 22-22 of Figure 21;

Figure 23 is a bottom view of the brush;

Figure 24 is a detail of another type of brush;

Figure 25 is a section, with parts in elevation, along line 25-25 of Figure 24;

Figure 26 is a {ront elevation of a floor stop switch; Y

Figure 27 is a side elevation of the same;

Figure 28 is a front elevation of a Hoor signal switch;

Figure 29 is a side elevation of the same;

Figure 30 is a diagrammatic representation of an arrangement of the switches mounted on the stop and signal panel;

Figure 31 is a diagrammatic representation of the control panel showing particularly the relation of the coi s and contacts of the various switches;

Figure 32 is a simplified dia ram of the system of' motor control used or each elevator; l

Figure 33 is a simplified diagram, extended from Figure 32, of the stop and signal control system for two elevators, as illustrative of a group;

Figure 34 is a simplified diagram of the system for obtaining express and local serv ice;

Figure 35 is a diagrammatic representation of the fuse protective relay and its circuit connections Figure Y36 is a fragmental detail of a mechanical interlock for .the Yaccelerating switches of Figure 31, the switches being in ,open position;

Figure 37 is a similar view but with the switches in closed position;

Figure 38 is a simplified representation of a leveliner switch and its operating mechanism; an

Figure 39 is a fragmental detail of the brake operated switch.

For a general understanding of the invention, reference may be had to Figure 1 wherein various parts of the system are indicated by legend. Referring particularly to the left hand half of the figure wherein the parts for one elevator, hereinafter to be known as elevator No. 1, are represented, the car is driven by the main motor controlled by various electromagnetic switches mounted on the control panel. The starting of the car is under control of an operator in the car, a starting switch. preferably arranged in the car operating box. being provided for this purpose. The starting switch is not employed to de'- termine the direction of travel of the car, it being preferred to arrange a separate switch for this purpose. This director switch is reversed by the director switch hatchway cams at the terminal floors, being preferably mount-ed on the top ofthe car for convenience of operation.

Normally. once the car has started, it will continue to run until stopped by the selector machine. The selector machine is driven preferably by means of two steel tapes attached to the car. One tape extends from the top of the car to an overhead sheave around which it is wound in a. manner similar to the winding of a measuring tape. The other tape extends from the bottom of the car around a tension sheave and then upto a second overhead sheave upon which it is similarly but oppositely wound. The overhead sheaves cause the operation of the selector machine, one tape winding up as the other is unwound in the driving operation. rThis silent drive is as positive for extra floor runs.

as a sprocket chain and is unaected by slidinggor stretching ropes.

ush buttons are rovided in the car, preferably arranged in t e car operating box, for causin the selector machine to sto the car at the lntermediate floors. A wheei) or lever is also vprovided in the car for reversing the director switch by hand. In the event of extra floors, the hatchwa cams are arranged to permit the return of t e director switch with the car stopped at the terminal floor and to again reverse the switch as the extra floor is reached.

A leveling switch and leveling cams may be provided for causing the car to be brought to the landing in the event that an exact stop has not been made. An auxiliary motor also may be provided in the event that it is not desired to effect the leveling operation with the main motor.

The other elevators in a group, as indicated by elevator No. 2, are arranged 1n an identical manner except that no provlsion may be made Up and down push buttons, common to all the elevators, are arranged at the intermediate floors. These push buttons, to be known 'as hall buttons, are for causing the selector machines to effect the operation of signals upon the approach of their respective cars and to stop t the. landings. The hall buttons are preferably arranged to act through floor stop switches and floor signal switches mounted on the stop and signal panel.

Each car may be provided with an annunciator for indicating the various calls to the operator, in which event buttons may be provided at the top and bottom floors for causing the operation of the annunciator for those fioors. A separate annunciator and a position indicator may be provided on the dispatcher panel for the convenience of the dispatcher in directing the various cars of the grou Signal switches may be arranged on t e dispatcher panel for operating signals in the various cars. Non-sto cut-out switches also may bev arranged on t is panel for insuring the response of the cars to calls from the various floors.

The system will be described as applied to a ten fieor installation with extra top and bottom floors. It is to be understood, however, that the system may be arranged for any number of floors, ten being chosen merely for purpose of description. The car operating ox, director switch, selector machine and floor switches will be described for elevator No. l, it being understood that these devices are identical for all the elevators of a group.

Referring now to Figures 2 to 7 inclusive, the details of the preferred form of ear operating box will be described. This box, designated as a whole by numeral 600, is separated into an upper and lower compartment, the upper compartment 601 for the e cars at lOC lll

. insulating box 611.

. tional aperture 615 magnetic push button apparatus and the lower compartment 602 for various control switches employed in the present system. The compa rtmcnts may be 'oined in any suitable maniier, for example y means of bolts as illustrated.

-The lower compartment comprises a casing 603 and cover plate 604 within which the controlswitches are enclosed. These switches comprise safety switch 44, slow speed switch 122, lion-stop switch 605, auxiliary motor switch' 606, emergency cut-out switch 526, light switch The sa fety, slow speed and non-stop switches are arranged in a group and mounted in an l 'I he switches are separated by insulating partitions 612. The auxiliary motor, emergency cut-oiit and light switches are similarly arranged in insulating box 613. The boxes 611 and 613 are secured to the casing 603.

Safety switch 44, slow speed switch 122, non-stop switch 605 and light switch 608 may be of any suitable construction, being illustrated as double pole, single throw knife switches. Each switch is provided with an operating lever 614. Apertures 615, through which these levers extend, are provided in the coveroplate 604. The safety switch, slow speed switch and light switch are provided with toggle arrangements (not shown), of any well known construction, for maintainring the switches in eithei' closed or open positions. As it is desired to respond to all calls fiom'the various floors except under certain conditions, as will be explained later, the non-stop switch is spring-biased to closed position. The two blades of the safety switch, slow speed switch and light switch are electrically connected. The blades of the nonstop switch, however, arev unconnected, forining in effect two separate switches 281 and 323 for the hall stop and signal circuits respectively.- pletingt-he circuit to the lamp in the car, indicated in Figure 1. The. purpose of the other switches will be evident from,l the description of operation hereinafter set forth.

Auxiliary. motor switch 606 in effect forms two switches 518 and 519. The switches are arranged in any suitable manner for connection to a common feed, such connection being diagranimatically represented in Figure 32. The switches are biased by means otl a spring not shown) tending to maintain them in open position. The operating lever 614 for the switches extends through an addiprovided in cover plate The emergency cut-out switch 526 is a double pole switch, spring-biased to open position. The switch is mounted behind a glass plate 616 arranged in an aperture 617 in cover plate 604. The glass plate 616 is held against a seat, formed Varound the aperture 608 and starting switch 610.

support 623. A centering The light switch is used for com-` cured to the casing 603. Contact bars 624 and 625, for bridging the pairs of contacts, are mounted on a segment 622 of insulating niaterial. The segment 622. is carried by a segmental support623, being secured thereto as by means of screws in the manner illustrated.

, upport 623 is pivotally mounted on a spindle 626 secured in a boss 627 formed on the base of casing 603. A positioning collar 628 is pinned to the spindle between the sides of rolleri629 is pivotally mounted between the Isides of support 623 and'is arranged to cooperate with centering arms 630 and 631 to return the starting switch to off or neutral position. These arms are pivotally mounte(` on the base of the casing by means of pins 632 and are forced against limit stops 633 by means of a centering spring 634. The stops 633 are arranged so that the centering arms cannot return the starting switch beyond the neutral position.- Spring 634, however, will yield and permit the starting switch tobe moved into its operative or contact bridging L positions.

Casing cover 604 is provided with another aperture 635 for receiving the segmental support hub 636. `Starting'switch lever 637 is secured to the exterior end of the hub.: With the starting lever in neutral locking `pin 638, provided on the lever, extends into an aperture 640 in cover plate" 604. Pin 638 may be withdrawn from the aperture by outward movement of the starting switch handle 641, as is well understood in the art. An arcuate boss 642 is formed on cover )late 604 under the end of the starting lever. tops 643 for the starting lever are arranged ateach, ond of the boss, an intermediate oblique surface being provided at Close position. Three operative positions are indicated on the cover plate, namely, Close, Start and Open. For convenience ot' description, these positions will be hereinafter referred to as position I, position II and position III respectively.

In operation. asI the starting switch is moved to the left, pin 638 will strike against the oblique surface of the boss 642, indicating that position I has been reached. In this position, contact liar 624 will bridge contacts 77 to cause the operation of the gate closing mechanism and contact bar 625 will bridge contacts 92 to cause the preparation ol' the :iutoniatie stop circuits. As the starting switch is moved farther to the 637 will strike stop 643, indicating that position II has been reached. In this position,

position, a

left, the starting lever contact bar 624 will bridge contacts 138 to cause the starting of the car. Upon reverse movement of the starting switch to position IILcontact bar 624 will bridge contacts 88 to cause the operation of the gate opening mechanism. Whenever released, the lstarting switch will be returned to neutral position, by the centering mechanism described above, where pin 638 will engage aperture 640 to lock the switch in position. he manner in which the above operations are effected will be described in conjunction with the description of operation of the system as a whole.

The upper or magnetic push button compartment 601 similarly comprises a casing 645 and cover plate 646 within which the. magnetic push button apparatus is enclosed. The car button magnet 647 comprisesa rectangular coil 67 arranged in elongated iron channels 648 and 649. The magnet is secured at eachend to an insulating base 650 as by means of straps 651. The push button switches, 652, 654, 656 and 658 for the second, fourth, sixth and eighth oors respectively, are pivotally mounted on a shaft 660 in such manner that their armatures 661 extend over iron channel 649. Similarly, the push button switches, 653, 655, 657 and 659 for the third, fifth, seventh and ninth fioors respectively, are pivotally mounted on shaft 660 but are staggered in relation to the switches 652, 654, 656 and 658. The. armatures 661 of switches 653, 655, 657 and 659 ext-end over iron channel 648.

The switches are positioned by means of ins 662 extending through shaft 660. The s aft is secured, as by screws, mounted on an insulatin ing buttons 665 for t e switches extend through apertures 666 in cover plate 646.

Referring more particularly to Figures 6 and 7, the push button switch details will be in support-s 663 plate 664. Operatdescribed. In. Figure 6 two switches are shown, one in open and the other in closed position. The pivoted end of armature 661 is i formed with grongs 667l between which pin 662 extends. top 670, and a similar stop 668 shown in Figure 5, coextensive with shaft 660, are mounted on insulating late 664 and are arranged to cooperate witii the prongs 'g 667 to limit the upward movement of the armature. The central portion of the armature is formed with an opening 671 across which a pin 672 extends. 'The pin is secured in the armature at each side of the opening to form a pivot for operating button 665 and contact lever 673. The, contact lever 673 extends through a slot 674 formed in operating button 665. A spring 67 5 extends between the base portion of stop 676 and the inner end of contact lever 673. lViththe switchin open position, spring 675 acts through contact lever 673 to maintain armature 661 in position with prongs 667 abutting against stop 670. A fixed relation is maintained between lever 673 and armature 661, so long as the switch is in open position, by the engagement of rojection 6 6 on the lever and the outer en of the armature. A stationary contact 677 is mounted on insulating base 650 in the path of the outer end of the. contact lever 673. The stationary contact is provided with a lug 678 adapted for connection with a car stop contact on the selector machine.

ln operation, pushing button 665 moves armature 661 and contact lever 673 down against the forceof spring 67 5 until the lever engages stationary contact 677. Then armature. 661 moves alone until its outer end engages flange 680 of the iron channel 649, spring 675 acting to maintain the contact lever and contact in engagement. With magnet coil 67 energized, thisA flange forms one pole of a U-shaped magnet, retaining the switch in closed position. It is preferred t provide an air gap between the armature and the pole formed by iang'e 681 of iron channel 649, as by shortening the iange, so as to prevent the armature from being held in by residual magnetism. Upon deenergzation of magnet coil 67, spring675 forces the armature into released position with prongs 667 abutting against stop 670. The armature in its movement engages projection 676, sepa` rating contact lever 673 and stationary contact 67 7 to open the switch. It will be seen that as many buttons may be pshed as may be desired, all of which will retained in closed position in the above described mannerl so long as the magnet remains energized. Conductors 74 are in the circuit for magnet coil 67 (see Figure 3). A circuit for a push button switch may be traced from conductors 287 to a stationary contact 677, through the switch to shaft 660, support 663, to con uctor 105. For convenience of description, these push button switches will be referred to herematter as car buttons.

Suitable conduits 684 are provided for the various conductors leading to and from the ear operating box. Casings 603 and 645 are preferably formed with lugs 685 for mountmg the box in the car. provided with a bearing 686 for the director switch hand control shaft 687. A hand wheel 688 is pinned to the end of shaft 687 extending into the car, while a. sprocket wheel 690 is pinned to the end of the shaft extending to the rear of casing 645 and outside' of the car.

Reference ma now be had to Figures 8, 9 and 10 which i lustrate the details of a referred form v of director switch. 'lihis switch, designated as a whole by numeral 55, is enclosel 1n a suitable casing 691v and casing cover 92. The casing is provided with brackets 693 and bosses 694 arranged for mountin the switch o n the elevator car. Within t e casing and secured, as by screws, to a plurality .of bosses 695 extending from its. base 696 is'ffan annular contact support Casing 645 may be j and contacts 172, 118, 703 and 508'icontrollling extend through apertures in supporting arm` the circuits for the operating coils of the main accelerating switches. 'Two feed contacts 71 and 291, similar in construction to the control contacts, are mounted on a support 704 of insulating material. This support, along with an lntervening insulating strip 705, is secured to an arcuate boss 706 formed on the contact support 697.

Segment 70, for bridging the above mentioned contacts, comprises an arcuate channel member, formed of an outerfianged portion 707, inner flanged portion 708 and connecting web 710, and a supporting arm 711. The outer iange 707. is arranged for bridging either set of control contacts, 72, 17 2, and 118 or 702, 703 and 508, while the inner .f flange 708 lis arranged to engage either feed contact A71 or 291. yIt will be observed that a circuit may thus be completed from either feed contact to the corresponding set of control contacts. Oil wipers 712 and 713 are mounted on insulating su port 704 to enga-ge the contact surfaces of anges 707 and 708 respectively. mounted on shaft 714 between two insulating plates 715 and 716. A projection 717 on plate 716 extends through an aperture 718 in supporting arm 711 into a recess formed in plate Shaft 714 extends through an inner aperture 720 formed in projection 717 and plate 715. Two other projections 721 are formed on plate 716, being disposed diametrically opposite the projection 717. These latter projections are similarly arranged to 711 into recesses in plate 715. A sleeve 722, arranged on shaft 714, is formed with a flange 723 adjacent to plate 715. Flange 723, plate 715 and projections 721 are apertured to receive studs 724. Nuts 725, on they threaded ends of these studs, clam the supporting arm 711, plates 715 and 16 and a separating washer 26 against the flange 723.

` It will-be observed that with this arrangement the segment is completely insulated from the fiange 723 and shaft 714. A pinion 727 is arranged on shaft 714 in abutting relation with the end of sleeve 722. The pinion, sleeve and segment are held in assembled relation against a shoulder 728, formed on shaft 714, by means of a nut 730 and locking pin 731. A key 732, mounted in a keyway in shaft 714, forms a driving connection between pinion 727 and sleeve 722, while the flange 723 and studs 724 form an operating connection between sleeve 722 and segment 70.

The supporting arm 711 isyto half speed position.

Pinion 727 is driven by means of a segmental gear 733. This gear is mounted on the inner end of a driving shaft 734, being secured thereto as by means of a through bolt 735. Shaft 734 extends through its supporting bearing 736 to the outside of the casing. An operating arm 737 is mounted on the outer end of shaft 7 34, being similarly secured thereto as, by means of another through bolt 735. A roller 738, for engaging the director switch7 hatchway cams, is mounted on the free end of operating arm 737.

Shaft 714 also extends through its supporting bearing 740 to the outside of the casing.

A sprocket wheel 741 is mounted on the outer end of shaft 714 beyond the positioning flange 742, being secured as by means of a pin. Sprocket wheel 741 is connected by means of a sprocket chain, as indicated in Figure 1, to sprocket wheel 690 so as to permit operation of the director switch from the car.

against turning. Friction plate 743, a`r-' ranged on one side of disc 745, abuts against pinion 727. Friction plate 744 is forced against the other side of thedisc, and the disc against friction plate 743, by means of springs 748 mounted on the studs 724. These studs extend into apertures 749 formed in friction plate 744.

Adjustable abutment screws 750, mounted in the sides of the casing 691, determine the limits of movement of the segmental gear 733.

These screws form stops to pre-vent the disengagement of the contacts and bridging segment 70 by extreme movement of the segmental gear in either direction. A suitable opening 751 is provided .in the casing 691 for the various conductors leading to and from the director switch contacts.

It willbe noted, upon reference to Figure 1, ythat the top oor hatchway' cam extends down the hatchway so as almost to engage the director switch roller with the car at rest at the ninth Hoor. The initial engagement` of the cam and roller during up car travel will cause the director switch to be moved director switch half speed position,y the cam rslopes gradually to the left upto the point whereit moves the switch into neutral osition.Vv As the control circuits will be broken at this latter point, the slope of the cam is increased inorder to move the switch more rapidly into reverse position. It will be further noted that the cam is arranged to From the point of 

